Internal-combustion engine.



.W. 'RABSILBER. INTERNAL uomnusnon ENGINE.

I AHLIOATIOH FILED JUNE 21', 1809. I 1,003,795, 1 Patented Sept. 19,1911.

3 HEIGHTS-SHEET 1..

MAMMW Mam W. RABSILBER. I INTERNAL OOMBUSTION ENGINE. APPLmA rIox FILED1mm 21'. 1900.

1,003,795. j Patented Bept.19,1911.

3 BHBETFBHEET 2.

lllll III W. RABSILBEB. INTERNAL G OMBUSTION ENGINE. APPLICATION FILEDJUNE 21, 1909.

1,003,795. Patented Sept. 19, 1911.

3 BHEETB-BHEET 3.

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mq vlathameg WILLIAM RABSILBER, OF BROOKLYN, NEW YORK.

INTERNAL-COMBUSTION ENGINE.

* Specification of Letters Patent.

Patented Sept. 19, 191 1.

Application filed June 21, 1909. Serial No. 503,294.

To all whom it may concern:

Be it known that I, VVILLIAM ltABSILBER, a subjeetof the Emperor ofGermany, residing at Brooklyn, in the county of Kings and Stateof NewYork, have invented certain new and useful Improvements in 111-ternal-Coinhustion'Engines, of which the following is a specification,reference being had to the accompanying drawings.

This invention relates to internal combustion engines in which the fuelenters the working cylinder apart from and unmixed with the airnecessary for its combustion and an object of my invention is to providean internal combustion engine in which the fuel enters the workingcylinder apart from and unmixed with the air l'iecessary for itscombustion and the operation of which will be free from the ditlieultiesheretofore CX perienced with engines employing this system of fuelsupply. The latter possesses many advantages. when compared with asystem of fuel supply in which a carburetor is used; for example, thereis no danger of preignition, as there is no explosive mixturecompressed: and there are no :arbureter troubles. However, where liquidfuel has heretoforewbeen supplied apart fron'i and unmixed with the airnecessary for its (ombustion certain dillieulties of operation have beenex 'ierienccd which may be brietly summarized as follows: (1) Diltieultyhas been encountered in the handling of the minute quantities of liquidfuel fed to each working cylinder at one working stroke of the fuel feedpumpyand (2) when the cylinderand inlet pipes are heated by thecombustion of the fuel in the cylinders. gas pockets are formed in thefuel-feed pi pesw'ith the result that the supply of fuel becomesirregular. Again, where gaseous fuel has heretofore been supplied apartfrom and unmixed'with the .air, necessary for its combustion, certainother disadvantages and ditficulties have arisen, which may be brieflysummarized as follows: (1) Before the engine can be started, fuel in theform of gas must be produced: that is, the liquid fuel must be vaporizedand this entails a loss of time before the engine can be started andrequires the provision of a heating device external tothe engine. suchas a lamp; and (2-) at starting, the cylinder-walls and valvecasing arecold and the gascous fuel con- (tenses upon comin in contact with them,thereby rendering the fuel supply irregular.

In my new engine hereinafter described, the difficulties just referredto are overcome. The engine may he started instantly with liquid fuel,which is stored and fed to the cylinder under a pressure high enough toovercome the compression of the air. As the. fuel is always stored underconstant pressure, the fuel can be fed to the cylinder through regularvalves, instead of using the direct feeding action of a 't'uel-feedpump, thereby doing away with ditlicultics of operation due to said pumpor inherent in injection systems heretofore used. After the cylindersand valves have. become heated by the initial explosions, the fuel isfed in the form of gas generated by the heat from the (lXlLlltSt gasesdischarged from the cylinders; and due to the heated condition of thelatter, there will at. this tin'ie be no danger of the condensation ofthe gaseous fuel.

In the drawings illustrating the principle of my invention and the bestmode now known to me of applying that principle, Figure 1 is a plan viewof my new motor, the tiew being somewhat diagrammatic in its nature;Fig. 2 is an end view of my new motor, this view also being somewhatdiagrammatic in its nature; Fig. 3 is a die; gran'imatic view of thepipes by which the fuel is led from the fuel reservoir. to thecylinders; Fig. 4 is an elevation and Fig. 5 is a plan of the valyewhich controls the ad: n'iission;of fuel to the pressure tank 'and theflonof fuel therefrom to the heating-coil; and Fig. 6 is a verticalcentral section on the libs A-A' of Fig. 4.

F our cylinders a are shown in the draw- 7 ing mounted upon-thecrank-case or housing Z), in which isrotatably fitted the crankshaft o.The shaft drives through gearing (not shown) the shaft 1; which turnsthe bevel-gears (l, c,' and through them the spur-gears f, g. Thespur-gear g is,mou nted upon the cain shaft it upon which are mountedalso the valve-controlling cams 2'.

The cam levers I carry each at one end a eam-roller Z: and at the otherend are in engagement with the valve-stem of an admission-valve m orOXlltlTlSt-VfllVB n, as the case may be. i

The arrangement of parts so far described is substantially that shownand described in my Patent No. 899,186, granted September 22, 1908; butany other suitable arrangement of valve-controlling means may beemployed without departing from the spirit of my invention.

Upon one, end of the crankshaft c is mounted a pinion which meshes witha 4 gear p fast upon the stub-shaft g which carries also a cam-eccentricr upon which is pressed'a cam-roller s by the coil-spring if,

one end of which bears against a flange uon the crank-case b and theother end of which bearsupon the collar '0. The latter is formed uponthe plunger-piston to which carries the cam-roller s and which works ina pumpcylinder w. With the latter communicates a pipe 3 provided with aT-connection z from which extend the conduits ,2, 3 In the-conduit 2 ismounted the suction check-valve 4 and in the conduit 3 is mounted thepressure check-valve 5. The

conduit 3 communicates with the pressure' tank 6 and the latter isconnected by the pipe 7 with thefuel tank 8. From the pipe 3 leads abranch'pipe 9 which is connected with one end of a heating coil 10mounted in the heating drum or chamber 11. One

end of the latter communicates with the ex haust-pipe 12 and its otheror outlet endis connected by a pipe 13 with the mufiler 38. Theheating-coil 10 is connected at its other end with the fuel-inletpipe 14from which extend the branch fueLinlet pipes 15. The conduit 3 isconnected with the pressuretank 6 through a valve 16 shown in Figs. 4, 5and 6.

In the branch-pipe 9 there is mounted a pressure check-valve 35 whichcloses when the pressure in the heating coil 10 exceeds the pressure inthe branch-pipe 9; and the pressure in the latter is, of course, thesame as thepressure in the pressure-tank 6, when the valve 16 is open.The pressure in the tank 6 is due to the tension of an indifferent gaswhich fills its upper portion. In

the pipe 7 there is mounted a safety valve 36, so adjusted that it willopen when the pressure inthe tank 6 becomes too great and-will thenallow the liquid fuel to return through the pipe 7 to the fuel-tank orreservoir 8.

* The exhaust-pipe 12 is provided with th throttle-valve 37 whichcontrols the flow of the yeXhaust-gases through the heating ch mber, ordrum 11. The outer end of the exhaiist-pipe 12 communicates with theatmosphere through a m uffler 38. The airinlet pipe 39v communi'caieslwith the branch a collar 26 between which and the lower end of thesleeve 23 is interposed a coil-spring 27/ The latter tends to hold thevalve 28 upon the valve seat 29. Between the lower face or bottom of thevalve 28 and the bottom wall 30 of the valve chamber 31 there is mounteda coil-spring 32 which tends to hold the valve 28 off its seat 29 andthereby to allow the fuel to pass from the pipe 3 into the pressure-tank6. The shaft 19 carries a handle 33; and by moving the latter so as torotate the shaft 19, the eccentric 20 is turned so as to vary thetension of the coil-spring 27; that is, by turning the handle 33 thetension of the coil-spring 27 may be adjusted. The valve-stem 25, passesthrough a stufiingbox 34.

During the initial portion of the run, the fuel is forced by thepressure of the indifferent gas in the top of the pressure tank 6 intothe cylinders a through the branch I fuel-inlet pipes 15. The fuel willbevin liquid form and may be sprayed into the cylinder's a. The motorhaving started, the exhaust-gases .pass through. the branchexhaust-pipes 12 into the main exhaust-pipe 12 and thence past thethrottle-valve 37 into and through the heating drum or chamber 11.During this passage through the heating drum 11, the exhaust gases giveup some of-their heat to the liquid fuel in the heating coil 10, therebyvolatilizing this fuel. A. back pressure is thereby generated whichcloses the pressure check valve 35.

The fuel is now fed to the cylinders ain the form-of gas; and since theWalls of the cylinders a are heated, the gaseous fuel is not condensed.Wherrthepressure in the heating-coil 10 falls due to the consumption ofthe fuel therein, the pressure check valve 35 opens and allows liquidfuel to fiow from the branch pipe 9. It is obvious that by turning thehandle 33 of the valve 16, the tension of the spring 27 may be varied.If the tension of this spring be increased, the liquid fuel will be fedby the pump :2 under a higher pressure to the heating coil 10 and,therefore, the gaseous fuel will be fed'at a higher pressure to thecylinders a. Hence, the adjustable valve 16 constitutes means forcontrolling the pressure at which the fuel will be fed tothe workingcylinder.

I claim:

1. A system of fuel supply for internal combustion engines, consistingof the com bination with a motor; of a reservoir for liquid fuel; "apressure-tank in which is contained liquid fuel under pressureand atpractically ordinary temperature; a heatmg-coil connected with saidmotor and tank; means for heating said coil by the exhaust gases fromsaid motor; mechanism for drawing liquid fuel from said reservoir andsupplying it under pressure to said heating-coil and pressure-tank;means controlling the pressure at which the liquid fuel is supplied tosaid heating-coil and pressure tank; and a valve-emitrolled conduitconnecting said pressure-tank and reservoir.

2. A system of fuel supply for internal combustion engines, consistingof the combination with a motor; of a reservoir for liquid fuel; apressure-tank in which is contamed liquid fuel under pressure; avalveeontrolled conduit which connects said reservoir and pressure-tank;a heating-coil connected with said motor and interposed in the path ofthe exhaust gases from said motor; mechanism for drawing liquid fuelfrom said reservoir and supplying it under pressure to saidheating-coil; and a pressm'e-cmitrolling device interposed between saidpressure-tank and heating-coil.

' WILLIAM RABSILBER. \Vitnesses:

JAMES IlAiuuroN,

FRANK I-I. Smemmuuux.

